Automatic safety-stop for engines.



C. B. LITTLE.

AUTOMATIC SAF E TY STOP FOR ENGINES.

APPLICATION FILED 0m. 28. I916.

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CLARENCE 13. LITTLE, OF DAYTON, OHIO, ASSIGNOR TO Tl-IE BROWNELL COMPANY, OF DAYTON, OHIO, A CORPORATION OF OHIO.

AUTOMATIC SAFETY-STOP FOR ENGINES.

Specification of Letters Patent.

Patented Apr. 3, 19117.

Application filed October 28, 1916. Serial No. 128,295.

To all whom it may concern lie it known that I, CLARENCE 13. LITTLE, a citizen of the United States, residing at Dayton, in the county of Montgomery and State of Ohio, have invented certain new and useful Improvements in Automatic Safety- Stops for Engines; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters and, figures of reference marked thereon, which form a part of this specification.

This invention relates to new and useful improvements in means fOr stopping engines at such times when an engine is out of the control of the usual speedgoverning device. The said invention may be otherwise termed an automatic safety stop or over-speed con trol for engines. In the event of the failure of the usual speed-governing device to control the speed of the engine at a previously fixed point, the present improvements act instantly to stop the engine by closing the valve in the supply pipe. It is the object of the present invention to provide means of this character which is under the control of revolving part of the engine, for example, the fly-wheel, and is so constructed and arranged to act instantly the moment the engine gets out of the control of the usual governor for speed-controlling means.

Preceding a more detailed description of my invention, reference is made to the accompanying drawings of which Figure 1 is a side elevation of so much of an engine that is necessary to illustrate my improved automatic safety stop which is shown applied thereto; Fig. 2 is a plan view of the automatic safety device; and Fig. 8 is a perspective view of the stationary part of the device, the release lever and the trip lever.

In a detail description of the device, similar reference characters are employed to indicate corresponding parts.

Referring more particularly to the drawings, 1 designates the rim of a fly-wheel of any of the various forms of engines. Upon the inner periphery of this fly-wheel, there is rigidly attached a suitable form of bracket 2. At this point, it may be stated, that this bracket and the device mounted. thereon may be attached to any revolving part of the i said ball.

engine, the flywheel, however, is the most convenient and desirable member upon which such means may be mounted. The bracket 2 is bolted in its position and in this particular instance is of a shape more clearly defined in Fig. 2 of the drawings. 5 designates a ball which is mounted to slide freely upon a stem 4:, the outer end of said stem being provided with a nut 19 or any other suitable means to prevent the ball from leaving the stem 4:. The attached end of the stem 4L is supported upon the bracket 2 by being screwed therein and held by a nut 20. This is a convenient and safe manner of attaching the ball stem 4 to the bracket, but, of course, there may be other ways of accomplishing this. A compression spring 3 surrounds the stem 4 between the ball 5 and a washer 21 which is adjustably held in position by means of lock-nuts 22. The spring 3 acts upon the ball to resist the effect of centrifugal force thereon to a certain point after which the spring 3 is compressed by A tappet-pin 6 extends from a side of the ball 5, being rigidly and safely secured thereto. This pin 6 being fixed to the ball 5, it necessarily moves therewith. As shown in Fig. 2, the tappet-pin 6 works freely in an opening 28 in an extended portion of the bracket 2, the said pin 6 being thereby guided in its longitudinal movement and is at no time free from the bracket 2. 7 designates a release lever which is pivoted on a pin 8, the said pin 8 having its bearing in the portion of an angular bracket 10 which is rigidly attached or bolted to a beam 12 or any convenient stationary object. 17 designates a compression spring surrounding a pin 2 which is mounted in a portion of the bracket 10 and, engages the release lever 7. The free end of the release lever 7 lies in the path of the tappet-pin 6 and the surface of said lever 7 engaged 'by the pin 6 is tapered as at 7 This tapered surface 7 is engaged by the end of the .pin 6 when the centrifugal force generated by the moving fly-wheel is suflicient to overcome the resistance of thespring 3 at which time the release lever 7 is shifted upon its fulcrum to release a lever 9 which is held by the other end of the release lever 7. The lever 9 supports a weight 13 and is held normally in the position shown in Fig. 3 when the release lever 7 is not acted upon by the tappet-pin 6. Thetrip lever 9 is ful;

crumed on a pin 11 on the end of the bracket 10, the fulcrum pin 8 of the release lever 7 being also supported on the bracket 10. The weighted arm or lever 9 operates upon a common form of inlet valve which is located in the supply pipe 18 leading to the engine cylinder. The fulcrum pin 16 is shown in Fig. 1. Connected thereto is aweighted lever 15 which in turn is connected with the lever 9 by a cable 14:. As long as the speed of the engine is controlled by the usual governing device, the automatic stop is in the position as shown in the drawings, the ball 5 being in its innermost position. If for anyreason the well known governing device fails to control the speed of the engine, the speed will naturally exceed a previously fixed point with increasing danger. The increasing speed of the flywheel or other revolving part upon which the ball 5 is mounted will cause said ball to move outwardly under centrifugal force until the tappet pin 6 trips the release lever 7 at which time the I do not wish to limit myself to unnecessary details'but desire to claim broadly means under the control of centrifugal force with suitable connections for controlling the valve through which the motive fluid is admitted through the supply pipe to the engine.

. Having described my invention, I claim. 1. In an automatic safety stop for engines, the combination with the fly-wheel of Copies of this patent may be obtained for normal or innermost position, a tappet pin carried by said weight and movable therewith, a release lever arranged to be engaged by said tappet pin when the speed of the fly-wheel is sul'licient to overcome the force of said spring holding said weight, a weighted lever normally held by said release lever and adapted to be released when the tappet pin engages said release lever, an arm connected to the pivot of an intake valve, and a connection between said arm and said weighted lever, substantially as specified.

2. In an automatic safety stop for engines, the combination with the fiy-wheel of an engine andthe inlet valve located in the intake pipe of said engine, of a stem mounted on said fly-wheel, a weight slidingly supported on said stem, a coil spring mounted on said stem and holding said weight in its innermost or normal position, a tappet pin supported on said weight parallel with the stem, means for guiding said tappet pin in its movement with said weight, a release lever having an end arranged in the path of said tappet pin to be engaged thereby, a spring engaging said release lever, and means controlled by said release lever whereby the inlet valve of the engine may be closed at times, substantially as specified,

In testimony whereof I allix my signature, in presence of two witnesses.

CLARENCE B. LITTLE.

WVitnesses:

M. GALLOWAY, M. SIEBLER.

five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

